Combined typewriting and computing machine



Aug. 4, 1925.

Filed April 6, 1923 4 SheebS-Sheeb 1 @y VTLVHNEY n, y@ E F. A. HART COMBINED TYPEWRITING AND COMPUTING MACHINE Aug. 4, 1925.

Filed April 6, 1925 4 Sheets-Sheet 2 INVENTEIF@ y1/MA, HIE ATTFNEY Aug. 4, 1925. 1,548,461

F. A. HART COMBINED TYPEWRITING AND COMPUTING MACHINE Filed April 6, 1925 4 Sheets-Sheet 3 '1 VWTNEEEEE qui4g A lim/ENTER 2"; 'MOM @rj 1-"5 ATT'JHNEY Aug` 4, 1925.

F. A. HART COMBINED TYPEWRITING AND COMPUTING MACHINE 4 Sheets-Sheet 4 Filed A ril 6, 1925 ali WWNEEEEE 3M l-HE ATTFIEYv Patentedy Aug. 4, 1925.

FREDERICK A. HART, or NEW BRITAIN, ACCOUNTING MACHINE CORPORATION, NEW Yoan.

CONNECTICUT, ASSIGNOR T0 REMINGTON OF NEW YO'BK, N. Y., A CORPORATION OF COMBINED TYPEWBJTING AN D COMPUTING MACHINE.

Application illes] April 6,v`

To all whom it may concern.'

Be it known thatI, FREDERICK A. HART, citizen of the United States, and resident of New Britain, in the county of Hartford and State of Connecticut, have invented certain new and useful Im rovements in Combined Typewriting and omputing Machines, of which the following is a specification.

My invention relates to typewriting and computing machines and ithas for its primary object to make provislon for machines having carriages of eXtra width. The invention has minor objects which will appear yin the course of the following description and which are mostly ancillary to the primary obj ect mentioned.

To the above ends, my invention consists in certain features of construction and combinations and arrangements of parts all of which will be fully set forth herein and particularly pointed out in the claims.

One-embodiment of the invention is illustrated in the accompanying drawings, in which- Figure 1 is a partial front view of a combined typewriting and computing machine.

Figure 2 is a top plan view of the traveling carriage of the machine.

Figure 3 is a front elevation in continuation of Fig. 1, Figs. 1 and 3 together constituting a f1 ont elevation of the machine.y

Figure 4.- is a fragmentary detail'view of the connection between the lefty-hand end of the computer truck and the typewriter carriage. n

Figure 5 is a similar'view of the connections at the right-hand end.

Figure 6 is a detail view in section on the line 6-6 of Fig. 5.

Figure 7 is a partial plan View of the stationary framework at the left of the machine.

Figure 8 is a fragmentary front View with parts in section on the line 8-8 of Fig. 7.

. Figure 9 is an enlarged front to rear vertical sectional view through the middle of the computer truck and showing the wheels by which said truck is supporte-d and guided at the middle of the machine. s

Figure y10 is a fragmentary rear view of a portion of the devices shown in Fig. 9.

Figure 11 is a bottom view of a certain detail.

1923,. Serial No. 630,226.

Figure 12 is a plan view in section on the line 12-12 of Flg. 9.

Figure 13 is a right-hand side elevation in section on the line 13-13 of Fig. 3.

' In all of the figures of the drawings, parts of the machine have been omitted or broken away orl shown in section as has been found convenient, and only so much of the machine is shown as is necessary for an understanding of the invention.

The invention is of such a character that it can perhaps be best understood by giving a detail description of the specific instance of it represented in the accompan ing drawings and throughout this speci cation the words the machine will be used to designate the specific machine partially shown. It will of course be understood that this is not intended as a limitation of the invention, which invention as to some of its features is capable of considerable modification and of application or adaptation to other machines and to other situations than the specific instance here described.

The machine from which the drawings were made includes as one of its elements a Monarch typewriter which except in a few particulars which will be pointed out is, or may be, of the ordinary construction of that machine as it has been manufactured and marketed for a good many years. As this machine Vis so well known in the art and as the present invention is not concerned directly with its mechanism except its carriage, it has not been deemed necessary to show in the drawings any parts of the machine except the carriage, platen and framework. The latter comprises the usual base casting 15, posts 16 and top plate 17. From the back parti of the top plate rise two arched brackets 18, Figs. 13 and 8. Each ofthese brackets has a shallow rib on its under surface andthe top plate 17 has a corresponding groove 20, F ig. 7, in which said rib fits and the bracket is secured in place by a screw 21 coming up through the top plate and screwed into the bracket. These two brackets support the lower carriage rail 22 and upper carriage rail 23, said rails heilig secured to the brackets by screws 24. The rails 22 and 23 have grooves facing each other and between lthem is mounted the back bar 25 of i the carriage, said bar having grooves matchy ing those in the station/ary rails, said grooves occupied by bearing rollers or balls 26. The carriage consists essentially of the bar 25, two brackets 27 projecting forward from the ends thereof and a cross rod 28 connecting said brackets, although said carriage may be said to include a number of other devices not shown in the drawings. 'lhe platen 30 has its axle 3l journaled in the brackets 27, said axle having linger wheels 32 on the ends thereof. The machine illustrated is one with an extra wide carriage so that the rails 22 and 23 project some distance to the right and left of the top plate 17 and, as is usual in extra wide Monarch machines, the two rails near each end are connected by a bracket 33 having the same curved outline when viewed from one side as the brackets 18 but not provided with the foot part by which said brackets 18 are mounted on the top plate 17. Each of said brackets 33 is an arched piece with two ears at the bottom secured by screws 34 to the rear face of the lower rail 22 and similarly secured at its upper end to the upper rail 23. These two brackets maintain they two rails at their ends at the proper distance apart. The parts thus far described are those ordinarily to be found in a Monarch typewriter having an extra wide carriage.

The Wahl adding or computing mechanism has heretofore been applied to Monarch typewriters as described in the patent to Herbert H. Steele No. 1,222,694, dated April 17, 1917. The carriage connections have included bracket pieces 35, one secured rigidly to each of the typewriter carriage brackets 27 and constituting in effect a forward prolongation of said bracket. Each bracket piece has therein a hole which fits over the sleeve 36 in which the platen axle 1s journaled, and a screw 37 goes through the bracket piece 35 and the bracket 27 and is screwed into the end of the cross bar 28. lhe middle portion of the bracket piece 35 1s bent or formed` in the general form of an angle-iron having an upper horizont-al shelf or flange which, as shown in Fig. 13, is bent first upward and then forward and then downward, terminating in a vertical ear 38. The Wahl truck 40 is of the usual construction and it has two sheet metal arms 41 and 42, the 'former projecting from the left end and the latter from the right end of the truck, said arms or brackets being secured to said truck by screw bolts 43 passing through the web of the truck and through the bracket arms 41 and 42 and washer plates 44 at the backs of said arms and screwed into nuts-45; The screws 43 pass through horizontal slots 46 in the arms 41 and 42 so as to allow of relative adjustment of said arms and the truck.

The right-hand bracket arm 42 has a square hole 47 therein and the right-hand ear 38 has a rectangular slot 48 and a headed and shouldered screw bolt 50 passes through the holes 47 and 48 and is screwed into a nut 51, Fig. 6, at the back of the ear 38, said screw bolt being screwed up tight to bring the shouldered cylindrical part 52 thereof tight against the ear 38 but leaving said cy lindrical part loose in the square hole 47 1n the truck arm 42. This cylindrical part 52 is smaller in both directions than the hole 47.

The left-hand truck arm 41 has a rectangular hole 53 therein, and the ear 38 a rectangular hole 54, and a screw bolt 55, similar to the screw bolt 50, passes through these two holes "11 usual escapement and it is connected with the truck 40 by the means described which are of such character that said truck is driven and controlled by the left-hand screw bolt 55. Both of the screw bolts 50 and 55 can be adj usted up and down in their respective slots 48 and 54 in the ears 38 and secured in adjusted positions by tightening the screws.

The connections between the ends of the typewriter carriage and the ends of the truck 40 in the machine now being described do not differ materially from those heretofore employed in the Monarch-Wahl combination, except in one particular, namely, that in the present machine the two bolts 50 and 55 are so adjusted in their slots 48 and 54 as that they may rest on the bottoms of the holes 47 and 53 so that the bracket arms or pieces 35 are supported at their forward ends by the truck 40, which truck is supported in a manner to be hereinafter described. In order to avoid any stresses due to a lack of parallelism between the travel of the truck 40 and that of the typewriter carriage, the rails 22 and 23 of said carriage are adjusted a little further apart than has heretofore been the practice in the Monarch machine, so that the upper rail 23 performs no other function than that of preventing the carriage from being accidentally lifted off of the lower rail. In Short, the typewriter carriage 25, 27, the bracket pieces 35 and the truck 40 constitute in effect a single carriage traveling on the lower rail 22 and on the devices to be described which support the truck 40, but with this difference, however, that the connection between said truck and said bracket arms 35 is not atight connection, as said bracket arms could move upward a short distance relative to said truck, as will be apparent from an inspection of Figs. 4 and 5, and said truck square lill) could, as far as the connection is concerned, move slightly front and back relative tothe typewriter carriage, as will be apparent from an inspection of Fig. 6, where it will be seen that the cylindrical part 52 of the screw bolt 50 is longer than the thickness of the truck arm 42 and a similar relation'obtains with respect Vto the screw bolt 55. This general looseness of connection in every direction in which rigidity is not essential allows the typewriter carriage and the computer truck to move in unison without any stresses due to lack of absolute parallelism but at the same time the weight of the parts is distributed between the typewriter rail and the supports for the truck.

In the structure of the carriage itself `or of the connections between the typewriter carriage and the truck, I have introduced an improvement consisting of a stilfening member connecting the two bracket pieces and designed to prevent said pieces from bending in a right and left-hand direction, whlch bending if it occurred would destroy the necessary relative positions right and left of the typewriter feed rack at the back of the carriage and the truck at the front of the machine. This stifening member is in the form of a ladder having two longitudinal bars 56 extending lengthwise of the carriage and each secured at its ends to the bracket'pieces 35; and a series of posts or cross rungs 57 spaced at intervals and connecting the two longitudinal bars 56. These rungs are rigidly connected with the bars as for example by having reduced ends passing through holes in the bars and riveted up. The means shown in the present instance for securing the bars 56 to the bracket members 35 consists of screw bolts and nuts 58 passing through said bracket pieces and through ears bent off from the ends of thebars 56. This ladder-like structure is quite efficient in preventing right and left vibration of said bracket pieces 35.

In order to take care of the eXtra wide carriage and eXtra long truck, I have increased the width of the framing of the machine by the attachment thereto at the right and left sides thereof of front brackets 60 and rear brackets 61. These brackets are of substantial construction and they are used primarily to give a more rigid support to the outer ends of the carriage rails 22 and 23 and to provide additional means for supporting and guiding the truck 40; but they have another function which will be explained.

The two front brackets 60 are substantially alike except that one is right-handed and the other 'left-handed, and each consists of a casting of the general cantilever bracket form shown in Figs. 1 and 3. Each bracket has a branch or ear 62 which lies on top of the top plate 17 and is secured in place by a vertical screw 63. This screw performsfthe double function of fastening the top plate to the front post 16 and also fastening the bracket 60 to the machine, replacing a shorter screw ordinarily employed in the Monarch machine at that point. The lower part of the bracket is secured to the base casting 15 at the side thereof by means which will be best understood by reference to Figs. 3 and 13. The bracket has two ears 64 and 65 branching front and back from the web part ofthe bracket and through each of these ears is screwed an adjusting sleeve 66 resting against the side plate of the typewriter frame. This sleeve is hollow longitudinally for the passage of a screw 67 and has a counter-bore to accomodate the head of said screw, said screw passing through a hole in the side plate and being threaded into a nut 68. This will be recognized as a'well known form of adjustable connection. Any one of these sleeves 66 can be screwed in or out with the result of moving that part of the bracket 60 through which it passes farther from or closer to the side plate of the base 15. It will be perceived that if both of the sleeves 66 be adjusted alike it will result in moving the free end ofthe bracket up or down as the case may be and if one of said sleeves be adjusted without changing the other or if the two sleeves be adjusted in opposite directions it will result in swinging the free end of the bracket front or back as the case may be. In the present instance, the form of the connections of the brackets with the top plate 17 is such that only'a slight range of adjustment up and down is desirab e. After the completion of the adjustment the bracket is secured quite rigidly in position by tightening the screws 67 and 63. It will be perceived that in the adjustment mentioned the bracket swings about the screw 63 as a sort of pivot. The whole construction is such as to enable the free outer end of the bracket to be very readily adjusted up and down and front and back, said free end, in the process of adjustment, swinging about the screw 63. It will of course be understood that the construction necessary to this function is the three screws, two of which are adjustable. The precise relative location of the three screws shown in the present instance is merely a matter of convenience, as they might be otherwise disposed so long as they occupy a triangular relation. It will also be understood that one reason why the adjustment at 66, 67 is desirable, is to compensate for irregularities in the base casting 15 which is not machined to precision at those points.

The rear brackets 61 are constructed and mounted in accordance with the same grwral principles as the forward brackets, only the details being varied in order to mount them at the back art of the machine. In that situation it has been found convenient in which the present instance to use the screw 21 which secures the bracket 18 in place as one of the securing devices for the bracket 61, as will be understood by reference to Figs. 7V and 8. This screw 21 comes up from beneath the top plate and screws into the bracket 18 and in the present instance it has been made longer so as to pass through an ear of the bracket 61. This secures the upper part of the V'bracket to the typewriter frame and the lower part is secured in a manner very similar to that of the forward bracket Gl) as will be apparent by an inspection of Fig. 13 where one of the rear brackets 61 is shown provided with the same ears 64 and 65 and secured by adjustable sleeves 66 and screw bolts 67 the same as the forward bracket 60.

In order to connect the two brackets into a substantial frame as well as for other reasons which will appear hereinafter, each of said brackets is formed with a hub or boss perforated for the reception of a shaft or frame rod 71. In the present instance, two such rods are shown, oneconnecting the brackets at their ends and the other about midway. These two frame rods are mounted in the brackets in a manner which will be understood by reference to Fig. 13, which is a vertical section through the axis of one of them. It will be seen that the brackets 60 and 61 are widened out tovgive a suiiciently good bearing for these rods, which rods are secured in place b set screws 72. If these rods fitted the hoibs through the brackets tightly they would prevent ,the front and back adjustment hereinbefore referred to, and in the machine from which the drawings were made such holes are accordingly made five or six thousandths of an inch greater in diameter than the rods, gives a sufficient looseness to admit of the desired adjustment.

In order to support the end of the carriage rail 22 each of the rear brackets 61 has a shelf or lug 7 3 lying beneath said rail and through which is threaded an adjusting sleeve 74 and through said sleeve a headed screw 75 passes and is screwed into the rail from beneath. This adjusting screw and sleeve combination is similar to those already described and it provides for an up and down adjustment of therail relative to the end of the bracket.- The up and down adjustment of the bracket itself may there-v fore be merely an approximate adjustment; the ne adjustment may be obtained by the use of this screw and sleeve combination. It will be recalled that the upper rail 23 is at this point rigidly connected with the lower rail by means of the bracket or yoke 33. i. l

It may not be necessary to support the rails any further than already described but nevertheless in the present machine an additional support is provided just above the inner rod 71. To this end the bracket 61 has at this point a forwardly projecting lug having two upstanding ears 76 and 77, one behind and the other in front of the rail 22; and two set screws 78 threaded through said ears, are ada ted to be adjusted up against the rail which is then clamped between them. It will be perceived that in case of any slight lack of perfect straightness in the rail this can be corrected by these two screws. Moreover, the rails can, if necessary, be straightened or sprung by means of the adjustment hereinbefore described at the end of each of the brackets 61, which are capable if necessary of springing the rails slightl up and down or front and back. It wil be perceived that these extra long rails are thus rigidly secured at several points, the upper rail 23 at folr points and the lower rail 22, which in this combination really controls the carriage, at six points in its length, all of them adjustable. It may be remarked that these rails in the ordinary Monarch construction are adjustably connected with the brackets 18.

The means for supporting and guiding the truck 40 additional to those ordinarily provided in the Vahl mechanism, are supported by the front brackets 60, on which they may be adjustably mounted. In the present instance and preferably they are carried by the front ends of the rods 71 which rods for this purpose project forwardly from the brackets 60. Each of these rods has at its front end an eccentric part 80 best shown in Figs. 1, 3 and 13, this part in the present instance being of reduced diameter. On the eccentric 80 there 1s mounted a block or ost 81 for supporting two rollers or wheel, one, 82 being on a horizontal axis and standing beneath the truck 40, and the other, 83, on a vertical axis and standing just behind the lower part of said truck. Four rods 71 are shown and each of them supports one of these rollers or wheels 82, each of which is in position to assist in supporting the overhanging part of the truck. Said truck is also supported at the middle of the machine, as will be hereinafter described. The details of construction of these wheels 82 may be of any suitable sort. In the present instance as best shown in Fig. 13 each wheel consists of a rim which runs onl balls 84 which balls run on a hub 85. Said hub has a hole in its middle through which passes the cylindrical part of a headed and shouldered screw 86, which screw is threaded back into the block or post 81. The drawings also show a ball separator 87.

The block or post 81 is secured to the eccentric 80 preferably in the maner shown in the drawing. That is to say, the lower part of said block is split and a headed screw 88 passing through one of the branches of the block and threaded into the other, is adapted to clamp it firmly on the eccentric. This mode of mounting enables a ine up and down adjustment of the wheel 82 to be made. This is done by loosening the set screws 72 which hold the rod 71, loosening the screw 88, and turning said rod 71, whereupon the block 81 will be"moved slightly up and down until it is in proper adjustment. The set screws 72 and screw 88 are then tightened to maintain the adjustment. In order to provide for turning the rods 71 in the manner above described each of them may have two holes 90 drilled through it at right angles to each other for the insertion of any suitable tool or piece of wire to serve temporarily as a handle to turn the rod.

The wheel 83 does not require any fine adjustment and it can be located with suiicient accuracy by merely sliding the rod 71 front and back. It is not the intention that this wheel shall be maintained in contact with the truck 40 and it preferably stands as shown in Fig. 13 a little out of contact with said truck under ordinary conditions. As these parts are heavy and are moved about rather vigorously by the operator and also by the tabulator mechanism of the machine and as the truck 40 .is not rigidly guided at its ends in front and back direction said truck is liable to be swun more or vless in such front and back directions at its ends and these rollers are designed merely to limit the freedom of motion of the truck. It has therefore not been deemed necessary t-o give the roller 83 so fine a bearing as the roller 82, its bearing consisting merel of a cylindrical part of a shouldered and headed screw 91 screwed into the top of the post 81 as shown in Fig. 13.

The supports for the truck 40 at the middle ofthe machine are substantially the same in principle and in location as those heretofore employed in the Whal mechanism, but they have been improved in certain details.. The Wahl actuator has not been shown except conventionally at 92 which designates some lines in Fig. 1 generally outlining the main part ofsaid actuator, and in Fig. `9 where 93 designates a `casting includedin the framework of said actuator.` Said casting is secured by certain brackets and screws to the top plate 17 of the typewriter in a manner generally similar to that described in the patent to H. H..

Steele, No. 1,222,694 dated April 17, 1917. The truck 40 has at its lower part a downwardly facing trackway 94 and behind that a shallow flange 95. Said truck is supported vertically at this point by means of a wheel 96 which occupies precisely the situation of the wheel in the ordinary Wahl construction.

In the present instance, however, this 'wheel (Figs. 9 and 11) consists of an internally Agl'ooved rim with bearing balls 97 running on the cylindrical eccentric forward end 98 of an arbor 100 which arbor is mounted in a fore and aft hole in the casting 93. The details of this ball bearing canof course be varied but in the present instance the wheel 96 is guided between an annular flange 101 of the arbor 100 and the flat head of a screw 102, screwed into the front end of the arbor, the head of said screw being provided. with several notches 103 in its periphery by means of which it can be turned. The arrangement is shown in front elevation in Fig. 11. It will be perceived that by turning the arbor 100 the wheel 96 can have a fine adjustment up and down while maintaining its axis always horizontal, the up and down adjustment being due to the eccentricity of the bearing 98.

In order to ei'ect and maintain the adjustment just referred to, the rear part of the arbor 100 is flattened off at two sides as shown at 104, Figs. 9 and 10, and a toothed wheel 105 having a correspondingly shaped hole fits over this part of the arbor and can be ,used as a means for turning said y mechanism happens to have near this point a screw stud designed to support one end of a certain spring employed in that mechanism but not shown in the present instance, and this screw stud has been utilized as a convenient means of securing the spring lock 106 to the casting 93. When it is desired to adjust the wheel 96 the piece 106 is sprung rearward until its tooth 107 is out of engagement with the wheel 105, the latter is then given the desired adjustment and the piece 106 is then allowed to spring back into engagement with the wheel.

Infthisy machine as in the Wahl mechanism as heretofore constructed the wheel 96 llU by said flangethe rear end of the arbor 100 has a nut and lock nut 111 screwed onto it and adapted to contact with a collar or washer 112 slipped over the projecting end of the arbor, this washer being of suchlength as to bring the nuts 111 back to a point Where they can be conveniently reached with a wrench. The weight of the parts tends to move the lower part of the truck toward the rear so that normally there is no pressure between the fiange and the wheel 96.

The nuts 111 are so adjusted as to leave perfect freedom of motion between the wheel and flange but to allow only a slight movement of the truck in case anything does tend to lift it forward. In other words, there is some looseness between the nuts 111 and the washer 112, although this looseness is greatly exaggerated in the drawing.

In order to resist the backward thrust on the lower part of the truck 40, a horizontal wheel 113 is provided in the same situation as in the ordinary Wahl construction but modified so as to provide a ball bearing for it. A vertical pin 114 is mounted in a hole in the casting 93 and secured in position by a set screw 115. The lower projecting end 116 of this pin 114 is eccentric to the main body of the pin. In the former Wahl construction the wheel which occupied the position of the wheel 113 was simply journaled on this eccentric projection so that it could be adjusted front and back by turning the pin 114 and the adjustment secured by tightening the set screw 115. In the present instance I have provided a hub 117 mounted on the projection 116 and having a cylindrical part on which run bearing balls 118 which balls also run in an internal groove in the wheel 113. A retaining washer 120 is pressed over the reduced lower end of the hub 118 and the wheel 113 runs between this washer and the flan ed head of the hub 118. It will be perceived that this wheel can receive a line adjustment front and back, the same as heretofore. This adjustment will of course be made before the adjustment of the nuts 111.

The third wheel 121 at the top of the truck 40 occupies the usual osition, running' on a trackway 122 consisting of the front face of a vertical flange on the top of the truck. This wheel is grooved internally to (Jo-operate with bearing balls 123 running on the cylindrical eccentric extension 124 at the lower end of an arbor 125 mounted in a ver- -tical hole in the overhanging bracket 126 of the casting 93. The wheel 121 runs between an annular flan e 127 on the arbor 125 and the flat head o? a screw 128 screwed into the lower end of the arbor. Said arbor at its upper end passesy through the usual pointer plate 130 and its upper projecting part is flattened at 131, Figs. 9 and 12, and a washer plate 132 having a suitably shaped hole is fitted over the projecting end of the arbor and has notches 133 in its periphery to facilitate a turning adjustment of the arbor which by reasonof the eccentricity of the bearing part 124 adjusts the wheel 121 front and back. The upper reduced end of the arbor is threaded and it has a nut 134 and washer 135 which when tightened draw the flange 127 tight against the under side of the bracket 126 and hold the parts in adjusted position. The flat head of the screw 128 is suitably notched to facilitate the turnin of the screw. It will be understood that this wheel 121 occupies the same position and has the same adjustment and performs the same function as the wheel hereinbefore employed in the same situation although the adjustment is effected by different means and the wheel 1s improved b the ball bearing.

The ball bearings o all three of these wheels are a useful improvement in any instance of Wahl mechanism but especiall so in the present machine where the truc is extra heavy, especially when loaded as these very Wide trucks frequently are with a large number of totalizers. One totalizer 136 is shown in position on the truck in Fig. 13.

It will be understood that in adjusting the machine the three wheels 96, 113 and 121, above described are first adjusted so as to bring the middle part of the truck into eX- actly the right relation to the main master wheel of the machine and that afterwards the wheels 82 mounted on the brackets 60 are all adjusted in harmony with the middle wheel 96. Preferably these wheels 82 are all adjusted so that they and the wheel 96 are all exactly in a straight line so that the truck 40 is fully supported vertically at all points in its travel. It is this construction which enables me to loosen up the upper carriage rail 23 and allow the front part of the typewriter carriage to be supported by the truck 40. It would of course be possible to adjust these wheels 82 slightly below the Wheel 96 sov as to allow of a little up and down rocking motion of the ends of the truck 40. If this were done it wouldbe necessary to give the usual adjustment to the upper rail 23 so as to have it support the overhang of the typewriter carriage and it would also be necessary to adjust the screw bolts 50 and 55 higher in their respective slots 48 and 54 so as to allow of this slight rocking movement of the truck Without throwing the weight of the truck on the bracket pieces 35.

In Figs. 1 and 3 the carriage and truck, or the carriage including the truck, are shown in their middle position but these parts in the course of the operation of the machine move to their extreme right and left-hand positions where they project considerably beyond both the carriage rails 22 and 23 and beyond the end wheels 82. This overhang is so great that it is desirable to Widen the base support of the machine in a right `and left-hand direction. For this reason I have removed the usual rubber feet from the base 15 of the typewriter and have Y carriage.

mounted said typewriter on a special base casting 137, the shape of which can of course be varled. The particular form of it shown in the drawings can be understood by a comparison of the front views, Figs. 1 and 3, the side view, Fig. 13, and the partial plan view, Fig. 7. In thelast it will be observed 'that the portion of the base 137 that lies beneath the typewriter is in the form of a rectangular skeleton but that it projects toward the left in this figure and 1n the same way toward the right and has rubberfeet 138 secured thereto and considerably farther apart in af right and left-hand direction than the base of the typewriting machine. One form of such rubber feet is shown in Fig. 1 where it will be perceived that it consists of a round block of rubber with a shouldered hole through it in which is a headed metal washer 140 secured to the under side of the base 137 by a screw 141. In order to secure the base casting 15 of the typewriter to the base 137 the latter is made with bosses 142 registering with the feet 143 of the typewriter frame and a headed screw 144 passes up through each of said bosses 142 and is screwed into the threads which in the Monarch machine secure the usual rubber feet in place.

I have indicated in the drawing the usual spring drum 145 and strap 146 by which in the standard machine the carriage is driven, said strap being attached to a post or hook 147, Fig. 3, at the'right-hand end of the The drawings also indicate an additional spring drum 148 connected by a strap 150 to the same post or hook 147, said additional spring drumbein 151 on the web of the left-han rear bracket 61. This combination of the ordinary spring drum of the Monarch machine with an additional spring drum of greater size mounted on one of these vbrackets is not of my invention but is the invention of Arthur F. Poole.

Typewriting and computing machines are of course in practice manufactured by the aid of special tools in a factory organized for the production of a certain definite machine and toequip the factory for the manufacture of another machine involves a considerable expenditure for special tools, a certain amount of re-arrangement of machinery and processes and so forth. In a case like the present where it is desired to make a machine -so large that it would amount almost to a new machine if it was made strong enough and in every way suitable for its purpose, it is a matter of considerable prac-tical importance to make the enlarged machine by mere additions in the nature of attachments to the machine of ordinary`V size adapted for a carriage of ordinary width. The main part of the machine including the typewriter frame, nearly all of the ty e:

writer mechanism and all of the computing mounted atmechanism can be made on the ordinary tools of the factory and go through the ordinary process of manufacture along with other machines. In fact an ordinary machine can be taken out of stock and very quickly made into one of these extra wide machines by the addition of the attached devices herein described. It is for this reason that care has been exercised in attaching these devices to utilize as far as possible what is already in the machine, in other words, to make the minimum of changes in the standard machine in order to put these attachments on it. In the present instance this has been done with marked success and the result is a machine of extra width, very substantial and durable, and easily operated.

One of the advantages and functions of the above described construction remains to be explained, namely, tliatsaid construction enables me to overcome it certain diiculty that has been experienced with these extra wide carriages. The feed of the typewriter carriage is controlled by an escapement including a wheel 152, Fig. 13, mounted on the same shaft With a feed pinion 153 which engages a feed rack 154, said rack secured to the carriage. The truck 40 has on the lower part thereof a long rack bar having beveled notches spaced a letter space distance apart and adapted to be engaged by a master dog 156 which is operated in the first part of each depression of a numeral key. This dog entering the rack serves to insure that the totalizer is in correct engagement with the master wheel as far as right and left are concerned, and it also locks the truck against any traveling motion during the time when vthe master wheel is turning. It will be noted that the feed rack 154 is at the extreme back of the typewriter, that the rack 155 is at the extreme front of the machine, and that it is essential that these two racks travel in harmony, so that when the escapement wheel 152 is holding the typewriter carriage in a certain letter space position the corresponding one of the notchesv in the rack 155 shall be in register with the master dog 156. The typewriter carriage controls the truck through one of thelong brackets 35, and the`condition that the two racks 154 and 155 shall travel exactly in harmony is the condition that at all points in the travel of the carriage the several positions' occupied by said arm 35 shall be substantially parallel to each other. If at lone point in the carriage travel this bracket 35 stands at a somewhat different angle from that at which it stands at another position of the carriage, the truck 40 will be either too far to the left or too far to the right in one of said posit-ions.'

lwould in all positions ways parallel to itself but it is a matter of considerable mechanical difficulty to make a bar of steel nearly a yard long and to mill the race-ways in it and then have it perfectly straight. Even if the casting was straight in the first place and the V-shaped groove or race-way was milled in it perfectly straight the removal by the milling operation of some of the metal from the casting is found sometimes to relieve internal strains in the metal with the result that the bar will warp after .the cutting operation. In short, to get these bars perfectly straight is not always an easy thing to do.

The bearing rolls 26 on which carriage bar runs, are kept spaced properly apart by a spacer 157, Fig. 13. Said rolls are shown in Fig. 2 in about the position they occupy when the carriage is at the middle of its travel. If the carriage be moved to its extreme left-hand position, the rightliand pair of rolls 26 will be near the righthand end of the bar 25 and the left-hand pair of rolls 26 not far from the middle of said bar. When the carriage is in its extreme right-hand position, the set of rolls, still spaced relative lto each other as shown inFig. 2, will be situated, the left-hand pair near the left-hand end of the bar 25, and the right-hand pair somewhere near the middle of the bar. lt will be seen that if the stationary rail 22l is perfectly straight and this bar 25 is convex toward the rear, when the carriage is in its extreme left- 'i hand position the left-hand end of said carriage will be canted a little toward the front of the machine and when the carriage is in its extreme right-hand position the righthand end of the carriage will be canted a little toward the front of the machine. Under these conditions the travel of the truck 40 will be a little less than that of the bar 25 and feed rack 154. Consequently it may happen and does sometimes happen in practice that if when the carriage is at t-he righthand end of its travel the master dog 156 is in exact register with a notch in the rack 155, then when the carriage is in its extreme left-hand position, said dog will be not in register with a notch but will be in register with the end of a tooth of the rack 155, which rack will have fallen behind half a tooth space. Of course the inaccuracy in the bar 25 may be of some other character than that described. It may be bowed toward, the front of the machine or it may be irregularly lacking in true straightness.

The proposition that the truck 40 would not travel the same distance as the carriage 25 was based on the assumption that the stationary rail 22 was straight. If 0n the contrary said stationary rail was itself bent so that its own curvaturevwas complementary to that of the bar 25, then the said bar 25 remain parallel to itself, or near enough so for practical purposes. ForA example, in the inst-ance supposed, namely, where the bar 25 was bowed slightly in the are of a circle convex toward the back of the machine, if the stationary rail 22 be bowed in the arc of a circle, but of the opposite curvature, then whereas the carriage, as a whole, might in one position be a few thousandths of an inch nearer the front of the machine than in another position, its several positions would be substantially parallel to each other. The arm would therefore travel so that all of its positions are parallel to each other, and a slight motion of said arm front and back is permissible on account of the looseness of the connection between the arms 41 and 42 and the arms or brackets 35.

If the bar 25 is not perfectly straight there is no adjustment in the machine by which it can be straightened but my described means for suppoitin the rail 22 enable me to spring said rai slightly front and back. Thus if it is necessary or desirable to spring the left-hand end of the rail 22 toward the back of the machine this can be done by a suitable adjustment of the sleeve and screw fastenings 66 67 of the lefthand rear bracket 61. This adjustment having been made the screws 7 8 can if .necessary also be made to spring the rail a little at the point where they engage it. Similar or any required adjustments can also be made on the right-hand side of the machine. In short, this rail is supported by the brackets 18 and the screw and sleeve connection 74, 7 5, Fig. 8, at four oints in its length and these would alone per aps be suilicient for the purpose. In -the present instance where the adjusting screws 78 are added, the rail is really supported at six points in its length so that it can be sprung into almost any desired shape complementary to whatever inaccuracy there may be in the straightness of the bar 25. In actual practice this ad'ustment is more or less of a cut-ari -try matter.

It will of course be understood that in order to secure the correction for lack of perfect stralglitness in the carriage bar, it is not essential that the adjusting devices for the stationary rail have the precise form and arrangement shown in the drawings.

Various changes may be made in the details of construction and arrangement without departing from my invention.

What I claim as new and desire to secure by Letters Patent, is

1. In a combined typewriting and computing machine, the combination with a frame and a carriage, of a carriage supporting and guidingmeans comprising a front bracket and a rear bracket attached to said frame and projecting laterally therefrom, means for adjusting each of said brackets, a

inmate 1 rod connecting the two brackets, and means for securing said rod rigidly after the relative adjustment of the two brackets has been made.

2. In a combined t-ype-writing and computing machine, the combination with a frame and a carriage, of a front and a rear bracket attached to said frame and projecting laterally therefrom, a tie rod connecting the two said brackets, and carriage-supporting means supported by said brackets, the combination including means adjustable to align said carriage-supporting means.

3. In a combined typewriting and comuting machine, the combination with a rame and a carriage, of a front and a rear carriage-supporting bracket attached to said frame and projecting laterally therefrom, a tie rod connecting the two said brackets, and means for giving a swinging adjustment to each bracket.

4. In a combined typewriting and computingmachine, the combination with typewriting and computing mechanisms including a typewriter carriage and a computer truck connected to travel together, of a front bracket and a rear bracket attached to and projecting laterally from the frame of the machine, means for adjusting each of said brackets, a rail for the typewriter carriage mounted on the rear bracket, guiding means for the computer truck supportedby the front bracket, and a rod connecting the two brackets and provided with means for securing it after the relative adjustment of said brackets has been made. y

5. In a combined typewriting and computing machine, the combination with the frame and carriage of the typewriting and computing mechanisms, of a bracket attached to said frame at three points, means at two of said points for adjusting the bracket toward and from said frame where by the free end of the bracket can have a swinging adjustment about the third point of connection.

6. In a combined type-writing and computing machine, the combination with the frame and carriage of the typewriting and :omputing mechanisms, of a bracket attached to said frame at three points, means at two of said points for adjusting the bracket toward and from said frame whereby the free end of the bracket can have a swinging adjustment about the third point of connection, and carriage guiding means supported by said bracket.

7 In a combined typewriting and computing machine, the combination with the typewriting and computing mechanisms including a carriage, of a guiding bracket secured to said frame at onepoint by a screw and at each of two other points by an adjustable sleeve and a screw by adjusting which devices the free end of the bracket can be moved up and down and front and back, and carriage guiding means on said bracket.

8. In a combined typewriting and computing machine, the combination with the typewriting and computing mechanisms in cluding a carriage and a long carriage rail, of a bracket attached to said frame and secured thereto by means which pro-vide a universal swinging adjustment of the free end of the bracket, and means for securing Vsaid rail adjustably to said free end of the bracket.

9. In a combined typewriting and computing machine, the combination with a frame and typewriting and computing mechanisms including a carriage and a computer truck, of a front and a rear. bracket attached to said frame and projecting laterally therefrom, means for aifording a universal adjustment of the free ends of said brackets, a long carriage rail secured to the rear bracket, a rod connecting saidbrackets and provided with means for securing them rigidly after the relative adjustment of said brackets has been made, and a wheel mounted on the free end of said rod for guiding the computer truck.

10. In a combined typewriting and computing machine, the combination with a frame and typewriting and computing mechanisms including a carriage and truck, of a bracket attached to said frame and proj ecting laterally therefrom, a device mounted in said bracket and capable of a rotative adjustment, a wheel for guiding said truck, and a support for said wheel mounted on an eccentric part of said device so that the support and wheel can have a fine up and down adjustment by a rotative adjustment of said device.

11. In a combined typewriting and computing machine, the combination with a frame and typewriting 'and computing mechanisms including a carriage and truck, of a bracket attached to said frame and projecting laterally therefrom, a rod mounted in said bracket and having a rotative and endwise adjustment therein, two wheels one on a horizontal axis and another on a vertical axis for guiding said truck, and a sup- 1 port for said wheels mounted on an eccentric part of said rod and. adjustable up and down by a rotative adjustment of said rod and adjustable front and back by an endwise adjustment of said rod.

12. In a combined typewriting and computing machine, the combination with a frame and typewriting and computing mechanisms including a carriage and truck, of means for guiding said truck at the middle of the machine so as to cause it to move with the necessary precision at that point, distant wheels at the right and left of said guiding means and o-n which said truck can run, means for effecting a fine up 'and down adjustment of each of said wheels so as to guide the truck truly as far as up and down motion is concerned, a rail for the typewriter carriage, and arms connecting said typewriter carriage with said truck, said connections being loose and of such character that the weight of said arms and of the forward part of the typewriter carriage is supported by said truck.

13. In a wide carriage combined typewriting and computing machine, the combination with a frame and typewriting and computing mechanisms including the carriage and truck, of means forguiding said truck with the necessary precision at the middle of the machine, brackets attached to said frame and projecting right and left therefrom, wheels mounted on said brackets and adapted to bear the overhanging weight of said truck, means for effecting a fine up and down adjustment of said wheels, and connections between said typewriter carriage and said truck whereby the forward part of said carriage is supported by said truck while'fthe latter is supported by said wheels.

14. In a combined typewriting and computing machine, the combination of a wide carriage having a platen and the traveling portions of acomputing mechanism, a machine frame having righi; and left extending brackets for a wide carriage and a 'base piece to which the typewriter frame is connected, said base piece having right and left eX- tensions to provide a wider base for the entire structure and thus prevent the machine from tipping when the wide carriage is at either end of its travel.

15. In a wide carriage combined typewriting and computing machine, the combination with a frame suitable for a machine with a narrow carriage and with typewriting and computing mechanisms includin awide carriage and a long truck, of brackets attached to said frame and projecting laterally therefrom and having means thereon for assisting in the guiding of said carriage and truck, and a base on which said frame rests and to which it is secured, said base projecting to the right and left of said frame to afford a wider foundation for the machine.

16. In a combined typewriting and computing machine, the combination with a frame and typewriting and computing mechanisms including a carriage and truck, of a bracket projecting laterally from said frame and attached thereto at one point by a screw and at two other points by adjustable connections whereby the free end of said bracket can have a swinging adjustment about said screw.

17. In a computing machine, the carriage of which has end bra'ckets,'the combination With-saidbrackets, of astiiening member 1n the form oiwladder, said ladder haring longitudinal bars which are secured -at their ends to said brackets and also having cross rungs connecting said bars at intervals.

18. In a computing machine, the combination of a truck and means for wholly Supporting and guiding said truck in its travel, said means comprising a plurality of wheels mounted on xed parts of the machine in the line of travel of said truck, and independent means for individually adjusting each of said wheels transversely of its axis to bring all of said wheels into alignment.

19. In a combined typewriting and computingl machine, the combination of a computer truck at the front of the machine, a set of wheels at the middle of the machine for guiding said truck with the necessary accuracy at that point, other wheels at the right and left of the middle for supporting said truck vertically and guiding it for true horizontal motion, a typewriter carriage, a rail at the rear of the machine for said carriage, and arms projecting forward from said carriage and loosely connected with said truck and supported by said truck, whereby said truck supports the forward part of said carriage, while the truck itself is accurately supported by said wheels.

20. In a typewriting and computing machine, the combination with a frame and a truck, of means for guiding said truck including a spindle mounted for rotative adjustment in said frame and having an eccentric raceway at its end, an internally grooved j wheel mounted by bearing balls on said raceway and on which wheel said truck runs, a notched disk mountedy on said spindle for imparting the aforesaid rotative adjustment to the latter, and a spring detent engaging said notched disk to maintain said adjustment.

21. In a combined typewriting and com' puting machine, the combination with al ltypewriter carriage and a computer truck connected to travel together, and with the stationary supports on which' said carriage and truck run, of means for compensatingfor lack of straightness in the carriage,

said means consisting of several supports for the stationary carriage rail spaced along said rail, and certain of said supports having provision for adjustment whereby saidrail can be sprung into a curvature complementary to that of the carriage.

22. In a combined typewriting and computing machine', the combination with a' typewriter carriage-having 'a raceway, a stationary rail having, a corresponding raceway and rolls running in said raceways, and with a computer truck connected by anV armY vor bracket with said carriage, of means for 'compensating for' lack of straightness in Said carriage raceway, said means comprising several supports spacedA along the stationary rail, certain of said supports being adjustable to spring said rail into a curvature complementary to that of the carriage raceway. g

23. In a combined typewriting and computing machine, the combination with the stationary framework and the carriage of the typewriter, a computer truck and an arm connecting said carriage and truck, of means for guiding said typewriter carriage including a stationary rail, brackets projecting laterally from said framework and supporting the ends of said rail, means for supporting said rail between its ends on said framework, and means associated with said brackets for springing said rail tocompensate lfor any lack of straightness in said carriage.

24. In a combined typewriting and computing machine, the combination with the framework of the machine, the carriage and means for guiding said carriage including a stationar rail, of brackets projecting from said framework and supporting the ends of said rail, means whereby said rail is supported between its ends, and means for effecting aA relative adjustment between the last mentioned supports and the bracket supports whereby the rail can be sprung.-

Signed at the borough of lvlanhattan,l city of New York, in the county of New York and State of New of April, A. D. 1923.

FREDERICK A. HART.

Witnesses:

LILLIAN NELSON, CHARLES E. SMITH.

York, this 3rd day A 

